Service station accessory track unit



DeC 2, 1969 J. COOPER 3,481,279

SERVICE STATION ACCESSORY TRACK UNIT Filed Nov. 5, 1967 '3 Smeets-Shes?I l d F/G.

INVENTOR.

I u I U5 (IM/a5 www mfm ATTORNEYS 3 Sheets-Sheet 2 Mw ri/ M e 9% ATTORNEYS J. COOPER Dec. 2, 1969 L SERVICE STATION ACCESSORY TRACK UNIT Filed Nov. 5, 1967 Dec. 2, 1969 J. COO'PER 3,481,279

SERVICE STATION ACCESSORY TRACK UNIT Filed Nov. 5, 1967 5 Sheets-Sheet 5 5% 524 5? L .5Z// INVENTOR.

ATTORNEYS AUnited States Patent O York Filed Nov. 3, 1967, Ser. No. 680,533 Int. Cl. A63h 18/00; B61k 7/00; E01b 25/28 U.S. Cl. 104-60 1 Claim ABSTRACT F THE DISCLOSURE An accessory track unit for use with an interconnected track having a closed main guide groove therein of the type used with one or more battery-operated vehicles having a depending guide which engages the guide groove to steer the vehicle about the track, wherein the accessory track unit is constructed to simulate a service station including gasoline pumps and with operative elements controlling the movement of the vehicle with respect to such pumps. Specifically, each vehicle is temporarily restrained in an operative position adjacent the pumps, such as occurs at an actual service station, and is automatically released for movement by another vehicle which then is itself temporarily restrained.

The present invention relates generally to toy tracks for battery-operated vehicles, and more particularly to an accessory track unit simulating a service station and effective in exerting control over vehicle movement to thereby increase the play value of the product.

The track -hereof .is of the type comprised of interconnected units defining therealong a continuous main guide groove and used with battery-operated vehicles having guide pins extending into and engaging the guide groove to steer the vehicles along the track. This type track is a very important product because of its popularity. It does require, however, auxiliary or accessory units, otherwise the repititious running of the vehicles along the track can become monotonous. Thus, there is a constant need for these accessory units, particularly such units that have an automatic mode of operation provided by the vehicles themselves, that are easily incorporated in the overall track system, and that are capable of being economically mass produced.

Broadly, it is an object of the present invention to provide an improved accessory track unit meeting the foregoing and other desirable commercial requirements and effectively increasing the play value of the track. Specifically, it is an object to provide a track unit simulating a service station which incorporates a mechanism controlling vehicle movement over the track unit and in which the operation is initiated and maintained by the movement of the vehicles.

An accessory service station track unit demonstrating objects and advantages of the present invention includes a body having formed therein spaced-apart continuations of the main guide groove connected by two lbranch guide grooves, and two pairs of actuating members operating in these branch guide grooves to control vehicle movement therethrough. Each pair has a yblocking element normally in position to restrain vehicle movement and a switch effective, when actuated, to move the blocking element into a clearance position. A blocking and switch element is assigned to each branch groove such that a vehicle temporarily restrained in one 'branch groove is released by a vehicle moving through the other branch groove, the releasing vehicle then becoming the restrained vehicle, and the cycle being repeated. The track also includes a master switching member for clearing the branch grooves of vehicles.

3,481,219 Patented Dec. 2, 1969 "ice The above brief description, as well as further objects, features and advantages to the present invention, will be more fully appreciated lby reference to the following detailed description of a presently preferred, but nonetheless illustrative embodiment in accordance with the present invention, when taken in conjunction with the accompanying drawings, wherein:

FIG. 1 is a perspective view of the service station accessory track unit hereof in its operative position connected to cooperating track units of a track for toy vehicles;

FIG. 2 is a plan view of the accessory track unit and of two exemplary toy vehicles operating thereon, in which the vehicles are illustrated vin phantom line perspective so as not to obscure structural features of the track unit;

FIG. 3 is a 4bottom plan view of the accessory track unit, as seen in the direction of the arrows on line 3 3 of FIG. 1, illustrating further structural features of the actuating members of the track unit;

FIGS. 4 and 5 are partial bottom plan views, similar to FIG. 3, illustrating the mode of operation of the two pairs of actuating members; the mode of operation of a irst pair of actuating members, illustrated to the right in these figures, being depicted in FIG. 4 and the mode of operation of the other pair of actuating members in FIG. 5; and

FIGS. 6 and 7 are also bottom plan views similar to FIGS. 4 and 5, illustrating the mode of operation of a switching member utilized to actuate the pairs of actuating members, namely towit:

FIG. 6 illustrates the manner in which the switching member is utilized to actuate one pair of actuating members, and FIG. 7 the utilization of this same switching member to actuate the other pair of actuating members.

Reference is now made to the drawings, and in particular to FIG. 1, wherein there is shown an accessory service station track unit, generally designated 10, of the present invention. The track unit 10 is illustrated in an assembled condition with additional track units 12 and 14 connected for and aft to it; al1 units (of which only units and, 10, 12 and 14 are shown for brevitys sake) cooperating to form a continuous track system having a closed guide groove 16. Continuations 16a of the guide groove 16 are formed on opposite sides of the track unit 10. As generally understood, one or more battery-operated vehicles, such as the vehicles 18 and 20, operate on the track 10 and each has a depending guide 22 mounted on its front end which engages with the guide groove 16 to steer the vehicle about the track. The accessory service station track 10 hereof increases the play value of the track by alternately restraining the movement of one toy vehicle and then the other toy vehicle, the unrestrained or movable vehicle being instrumental in causing the release of the restrained vehicle, all in a manner as will be subsequently described in detail.

As clearly shown in FIG. l, appropriately mounted on the track body 10a are structures, such as the building 24 and gas pumps 26, which simulate the appearance of a gas station. The two spaced-apart groove continuations 16a are divided into branch guide grooves 16b and 16C which surround the gas pumps 26, enabling the vehicles 18, 20 to alternately assume operative positions adjacent the gas pumps 26 as illustrated, for example, by vehicle 20 in FIG. 1. To this end, at each juncture 28 and 30 of the branch guide grooves 1Gb, 16C with the guide groove 16a, the groove walls dening the edges 28a, 30a at these junctures are appropriately otfset to one side such that a vehicle entering upon the track unit is channeled into a specific one of the branch guide grooves 16h, 16C. Specifically, and perhaps as best shown in FIG. 2 in conjunction with FIG. 1, vehicle 18 entering the juncture 28 will of necessity enter to that side of the edge 28a so as to be channeled into the guide groove 16h, whereas the other vehicle 20 entering the juncture 30 will enter to that side of the edge 30a so as to be channeled into the upper branch guide groove 16C.

Operating in the branch guide grooves 16h, 16C are two pairs of actuating members 32, 34 and 36, 38 which are identically constructed thus requiring only a detailed ydescription herein of one pair. The pair selected for this purpose is comprised of the actuating members 32 and 34.

As best shown in FIG. 3 in conjunction with FIGS. l, 2, the actuating members 32 and 34 are so arranged on the underside of the body a that each respectively extends beneath a branch guide groove 16b and 16C. Speciiically, on the portion of member 32 which extends beneath the guide groove 16b there is an upstanding vehicle-switching element VSE which extends into the branch guide groove 16h and is the structural feature v rst encountered by a vehicle moving in the direction A through this branch guide groove. That is, during movement of the vehicle 18 through the branch guide groove 16b, the guide 22 thereon is adapted to make contact with the vehicle-switching element VSE of the actuating member 32. In similar fashion, the corresponding actuating member 38 of the other pair of actuating members also has a vehicle-switching element VSE which is the rst structural element encountered by the guide 22 on the vehicle which is channeled in direction B through the branch guide groove 16C.

Returning again to the pair of actuating members 32, 34, on the end of actuating member 34 which extends beneath the guide groove 16C there is an upstanding vehicle-holding element VHE extending into this guide groove and effective, by blocking the guide 22, of temporarily restraining continued movement of a vehicle through the branch guide groove 16C. The vehicle-holding element VHE of the actuating 34 is, of course, the second structural feature encountered by a vehicle during movement through the branch guide groove 16C. In similar fashion, the corresponding actuating member 36 of the other pair of actuating members also has a vehicleholding element VHE extending into the branch guide groove 16b which, when engaged by the guide 22 of the vehicle 18, results in temporarily restraining this vehicle from completing its movement through the branch guide groove 1Gb.

Each actuating member 34, 36, which as just noted has a vehicle-holding element VHE, is appropriately slidably mounted on the underside of the body 10a so that responsive to sliding movement SM the vehicle-holding element VHE is moved from a starting blocking position in each of the branch guide grooves 16b, 16C into a clearance position With respect to such branch guide grooves.

Each of the other actuating members 38, 32, which as also just noted has a vehicle-switch element VSE, is

appropriately pivotally mounted, as at 40, for pivotal movement PM about these pivots. Further, each such member 38, 32, is formed with a crank 38a, 32a, respectively, which is connected, as at 42, to its other cooperating member 34, 36 so that responsive to pivotal movement PM the actuating members 32, 38 are cranked through sliding movement SM. A helical spring 44 is connected, as illustrated in FIG. 3, between the cranks 32a and 38a and iselective in maintaining the actuating members 32 and 38 in their starting position with respect to the guide groove 1Gb, 16C wherein the vehicle-switching elements VSE thereon are located in each of the branch guide grooves. Clearance for the pivotal movement PM of the vehicle-switching elements VSE is provided 'by cutouts 16e in the branch guide grooves.

Completing the construction of the pairs of actuating members are guide plates 46 and 48 appropriately secured to depending pins, herein individually and collectively designated 50, which hold the actuating members close to 4 the underside of the body 10a Without impeding their pivotal and sliding traverses.

Reference should now be made to the plan views of FIGS. 4, 5 illustrating the mode of operation of the pairs of actuating members 32, 34 and 36, 38. As clearly shown in FIG. 4, the guide 22 of vehicle 18 upon entering the branch groove 16h in the direction A will rst strike the vehicle-switching element VSE of the crank actuating member 32 and thus actuate this member through pivotal movement PM. This pivotal movement causes inward sliding movement SM of the sliding actuating member 34. As a consequence, the vehicle-holding element VHE on the member 34 is moved from its blocking position into its clearance position thereby releasing the guide 22 of vehicle 20 and permitting this vehicle to continue its movement B through the branch guide groove 16C.

Continued movement of the vehicle 18 past the vehicleswitching element VSE ofthe member 32, which is actuated into its clearance position within the cutout slot 16e, ultimately brings the guide 22 of this vehicle against the vehicle-holding element VHE of the sliding actuating member 36 which prevents continued movement-of the vehicle 18. This restrained condition of the vehicle 18 is adjacent the gas pumps 26 simulating the servicing of the vehicle, as occurs on actual gas stations, and is a condition maintained until the released vehicle 20 completes a traverse about the track and again enters the branch guide groove 16C.

The entering vehicle 20 strikes the vehicle-switching element VSE of the crank actuating member 38, as illustrated in phantom perspective in FIG. 4 and in full line in FIG. 5. In response to pivotal movement PM of the crank actuating member 38 the vehicle-holding element VHE of the sliding actuating member 36 is moved into its clearance position with respect to the guide groove 16h, thus releasing the guide 22 of vehicle 18 for continuing movement about the track. In this manner, the vehicles 18 and 20 are alternately temporarily restrained in the respective guide grooves 16b, 16e and each temporarily restrained vehicle is in turn released for movement by the other moving vehicle.

To facilitate the clearing of both of the branch guide grooves 16b, 16c of any restrained vehicles, such as at starting, use is made of a switching member 52, the mode of operation of which is best understood from a comparison of FIGS. 6 and 7. Switching member 52 is arranged on the track adjacent the ends of the actuating members 34 and 38 and is movable in the appropriate direction with respect to these actuating members to in turn cause either sliding or pivotal movement of these members. Specifically, switching member 52 has an internal L-shaped slot 52a, 52h into which a pin 54, depending from the underside of the body 10a, extends and which eifectively requires the following sequence in movement of the member 52: A lirst sliding movement S1 inwardly of the track unit 10, as illustrated in FIG. 6; and a second sliding movement S2 lengthwise of the track 10, as illustrated in FIG. 7. That is, from the starting position of the switching member 52 as depicted in FIG. 6, the only possible degree of movement of the switching member 52 is sliding movement S1 of the slot 52b about the stationary pin 54. Once pin 54 is located in the slot 52a, the switching member 52 is of course correspondingly slidable in the `direction S2 lengthwise of thisrslot.

During sliding movement S1, switching member 52 iS thus adapted to actuate the sliding actuating member 34 so there is movement of the vehicle-holding element VHE thereon into the cutout 16f and thus into its clearance position with respect to the branch guide groove 16C. While actuating member 34 held in the position just described, movement of the switch member 52 through sliding movement S2 results in a lateral extension or leg 52C thereon engaging and actuating the crank actuating member 38 through its pivotal movement PM which, as previously noted, actuates the vehicle holding element VHB on the sliding actuating member 36 into the clearance slot 16]" and thus into its clearance position with respect to the branch guide groove 16h. A hand grip 52d on member 52 extends laterally through a cutout 10b in a depending side of the body a and facilitates manipulating this member through' the sliding movements S1, S2.

A latitude of modification, change and substitution is intended in the foregoing disclosure and in some instances some features of the invention will be employed without a corresponding use of other features. Accordingly, it is appropriate that the appended claim be construed broadly and in a manner consistent with the spirit of the invention herein.

What is claimed is:

1. In combination, a track comprised of interconnected track units defining therealong a continuous closed guide groove for operating battery-operated vehicles thereon, each said vehicle being of the type having a depending guide adapted to engage with said guide groove to steer said vehicle about said track, and an accessory track unit connected in said track comprising a 'body having formed therein spaced apart extensions of said track guide groove and first and second branch guide grooves connected therebetween, and two pairs of actuating members operatively arranged on said body for controlling vehicle travel through said branch guide grooves, each said pair of actuating members having a vehicle-holding member slidably disposed thereon and movable between a blocking and a clearance position with respect to one said branch guide groove to temporarily restrain vehicle movement therethrough when in said blocking position and a vehicle-switching member pivotally disposed thereon operating in said other branch guide groove effective when actuated by a vehicle moving therethrough to cause movement of said vehicle-holding member into said clearance position to thereby release any said temporarily restrained vehicle, and including crank means in each pair of actuating members operatively connected between said actuating members of said pair such that pivotal movement of said one member produces a sliding movement in said other member, said vehicle switching members of each said pair of actuating members being arranged in said branch guide grooves so as to be encountered first by vehicles respectively moving in opposing directions through said branch guide grooves, whereby a temporarily restrained vehicle is released for movement in one direction from one said branch guide groove by another vehicle moving in an opposite direction into said other branch guide groove and further including a switch member having an operative position adjacent the actuating members of each said pair of members and operatively arranged for sliding traverses With respect to said actuating' members effective to clear the vehicle-holding elements of said two pairs of actuating members from both the branch guide grooves.

References Cited UNITED STATES PATENTS 2,416,473 2/ 1947 Fields 104-253 2,636,114 3/1951 Fields 104-253 X 2,664,831 l/1954 Fields 104-253 X 3,367,284 2/1968 Lunzer 104--60 ARTHUR L. LA POINT, Primary Examiner RICHARD A. BERTSCH, Assistant Examiner U.S. Cl. X.R.

lr04-253; 23S- 10; 246-415 

